Method for Operating a Driver Information System in an Ego-Vehicle and Driver Information System

ABSTRACT

A method for operating a driver information system in an ego vehicle is provided wherein an additional road user is detected in a road area lying in front of the ego vehicle. A target trajectory for the ego vehicle is generated by a driver assistance system for at least partially automatic transverse control of the ego vehicle depending on the additional road user, and a driver information display is generated and output. The driver information display comprises a graphic road user object that represents the additional road user. The driver information display furthermore comprises a trajectory object which represents the target trajectory of the ego vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to German Patent Application No. DE 102019 202 587.0, filed on Feb. 26, 2019 with the German Patent andTrademark Office. The contents of the aforesaid patent application areincorporated herein for all purposes.

TECHNICAL FIELD

The present invention relates to a method for operating a driverinformation system in an ego vehicle, as well as a driver informationsystem in an ego vehicle.

BACKGROUND

This background section is provided for the purpose of generallydescribing the context of the disclosure. Work of the presently namedinventor(s), to the extent the work is described in this backgroundsection, as well as aspects of the description that may not otherwisequalify as prior art at the time of filing, are neither expressly norimpliedly admitted as prior art against the present disclosure.

Modern vehicles frequently offer a comprehensive selection of varioussystems that assist the driver to control the vehicle and thereforecontribute to an improvement in comfort and safety. One of thechallenges in this regard consists of configuring the interface betweenthe human driver and typically computer-based controlling so that thedriver is provided with all necessary and desired information as fast aspossible and in an easily perceptible manner. Then, the options forassistance may be optimally understood and used. Moreover, the drivermust know precisely at every time how his vehicle will behave in acertain situation, which assistance systems are currently active, andwhether their optimum functioning is ensured. He should further know howthese systems are functioning and the extent to which manualintervention is necessary.

In the following, a “driver assistance system” is understood to be anapparatus of a vehicle that assists the driver to drive the vehicle.Such driver assistance systems may be configured as pure informationsystems that assist the driver; however, they may also control andregulate apparatuses that automatically influence the locomotion of thevehicle.

By using driver assistance systems, various degrees of vehicle controlautomation may be achieved. Without an activated driver assistancesystem, the driver directly influences the movement of the vehicle. Ifneed be, signals or movements of control elements actuated by thedriver, such as pedals, the gearshift lever or the steering wheel, aretransmitted to corresponding apparatuses of the vehicle which influencethe locomotion of the vehicle. Such locomotion of the vehiclecorresponds to the lowest degree of automation.

In the case of a higher degree of automation, apparatuses are intervenedwith partly automatically, which aid the locomotion of the vehicle. Forexample, the steering of the vehicle or the acceleration in the positiveor negative direction is intervened with. In the case of an even higherdegree of automation, apparatuses of the vehicle are intervened withsuch that certain locomotion types of the vehicle, for examplestraight-ahead driving, may be executed automatically. With a maximumdegree of automation, for example routes from a navigation system may bedriven substantially automatically, or the vehicle may for example driveautomatically on a highway even without a given route. In doing so,however, it is generally ensured that the driver may also immediatelyrecover the control of driving the vehicle, even when there is a highautomation level, by actively steering or by actuating the pedals.Moreover, the control may be returned to the driver when a system errorarises, or a section that cannot be automatically driven is discerned.

The various driver assistance systems thereby also satisfy varioussafety functions. Given a low automation level, information is onlyoutput to the driver through a driver assistance system or severaldriver assistance systems that influence the driver in the way in whichhe moves the vehicle. When there is a higher level of safety functions,warnings are output that require an immediate reaction from the driver.With this automation level, the driver assistance systems do not,however, intervene actively and automatically in the operation of theapparatuses that influence the locomotion of the vehicle.

In the case of an even higher automation level, apparatuses areintervened with partly automatically, which aid the locomotion of thevehicle. With an even higher automation level, there is sufficientintervention in vehicle apparatuses that influence vehicle locomotionfor certain maneuvers of the vehicle to be automatically performable,such as for example emergency braking or an intentional escape maneuverto avoid a collision.

The driver of the vehicle is made aware of certain hazards from thenotices output by the driver assistance systems. This increases safetywhile driving the vehicle. When there is an active intervention by adriver assistance system in the locomotion of the vehicle, hazardousdriving situations such as collisions or uncontrolled movements of thevehicle may also be avoided when the driver does not directly intervenein the driving process. However, with respect to the safety functions ofthe driver assistance system, the driver always retains for example thefull control and responsibility for the driving situation. The driverassistance system intervenes for example in the event of a collisionhazard, or if the driver is no longer able to drive the vehicle, such asfor health reasons.

In addition to the direct effect on the controlling of the vehicle whereappropriate, it is typically provided in driver assistance systems thatthe driver is informed of the activity of the driver assistance systemwith a certain depth of detail. For example, this may be done usingvisually, acoustically or haptically perceptible signals. This ensuresthat the driver may estimate the influence of a driver assistance systemon driving and may intervene in a controlling manner if appropriate:Furthermore, the driver should typically discern automatic interventionsin controlling early on so as not to be surprised by them.

Driver assistance systems that may intervene partially automatically inthe controlling of the vehicle and/or notify of potentially hazardoussituations through warnings may for example relate to transverse controlor longitudinal control of the vehicle. Combinations of thesefundamental elements of vehicle control are also conceivable. Thetransverse control component relates for example to the position of thevehicle perpendicular to the driving direction, i.e., for example theso-called transverse position on a lane or road. Accordingly, forexample, an assistant for keeping in a lane may prevent driving over alane limit, or the vehicle may be driven in the middle of a lane.Furthermore, the driver may be assisted with a lane change or with anovertaking maneuver. Longitudinal control relates for example to thespeed of the vehicle in the driving direction that for example isdetermined depending on legal provisions and road conditions, as well asa safe distance to be maintained from additional road users. Acorresponding driver assistance system may help the driver for examplemaintain a given speed and/or a distance from a preceding vehicle.Furthermore, one's own ego vehicle may be prevented from passing on acertain side; for example, passing on the right in right-hand traffic,or respectively passing on the left in left-hand traffic is prevented,or corresponding warnings are generated.

It is particularly important for the driver of a vehicle to know theprobable route to be traveled. One important factor is the behavior of apreceding vehicle.

SUMMARY

A need exists to provide a method for operating a driver informationsystem in an ego vehicle in which the driver may very easily detect thecontrol measures that should be pursued in the near future for the egovehicle.

The need is addressed by a method and a driver information systemaccording to the independent claims. Embodiments of the invention aredescribed in the dependent claims, the following description, and thedrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a vehicle with an exemplary embodiment of a driverinformation system;

FIG. 2 shows an exemplary traffic situation with vehicles on a road;

FIG. 3 shows an exemplary embodiment of a driver information displaygenerated while negotiating a curve;

FIG. 4A to 4C show other exemplary embodiments of driver informationdisplays generated taking into account weather data;

FIG. 5A to 5D show other exemplary embodiments of driver informationdisplays generated taking into account various types of road markers;

FIG. 6A to 6C show other exemplary embodiments of driver informationdisplays generated for a planned lane change;

FIG. 7A to 7C show other exemplary embodiments of driver informationdisplays generated taking into account impending oncoming traffic, ifapplicable;

FIG. 8A to 8C show various exemplary depictions of the ego object in thedriver information display that may be generated and output;

FIG. 9 shows an exemplary embodiment of a driver information displaygenerated with a trailer object;

FIGS. 10A and 10B show exemplary embodiments of driver informationdisplays for different levels of automation;

FIG. 11A to 11D show exemplary embodiments of driver informationdisplays with unclassified and classified additional road users;

FIGS. 12A and 12B show exemplary embodiments of driver informationdisplays while the ego vehicle is following; and

FIG. 13A to 13D show exemplary embodiments of driver informationdisplays when setting a control distance.

DESCRIPTION

The details of one or more embodiments are set forth in the accompanyingdrawings and the description below. Other features will be apparent fromthe description, drawings, and from the claims.

In the following description of embodiments of the invention, specificdetails are described in order to provide a thorough understanding ofthe invention. However, it will be apparent to one of ordinary skill inthe art that the invention may be practiced without these specificdetails. In other instances, well-known features have not been describedin detail to avoid unnecessarily complicating the instant description.

In a method according to a first exemplary aspect, another road user isdetected in a road area lying in front of the ego vehicle. A targettrajectory for the ego vehicle is generated by a driver assistancesystem for at least partially automatic transverse control of the egovehicle depending on the other road user. A driver information displayis generated and output, wherein the driver information displaycomprises a graphic road user object that represents the additional roaduser. Furthermore, the driver information display comprises a trajectoryobject which represents the target trajectory of the ego vehicle.

In the method, the driver may discern very easily how the ego vehiclewill continue to move.

In the method, a driver information display is generated and output.Such a display may be designed in different ways and may includeelements that are known per se. The display is generated and output forexample in a way known per se by means of computing devices and displaydevices configured therefor. The display output by the driverinformation display comprises output that is of relevance forcontrolling the vehicle and its driving. These are for example movementdata or states of vehicle systems, as well as if applicableinformational and warning output from driver information systems.

The display may be output by means of known display units such as bymeans of a display, for example on a center console of the ego vehicle,or in an instrument cluster. Furthermore, output may be by means of afield-of-vision display so that at least part of the driver informationdisplay is projected into a user's eye so that the display appearssuperimposed over the visual perception of the physical environment. Forexample, methods and devices from the field of augmented reality may beused. Known field-of-vision displays such as head-up displays use, forexample, the windshield of a vehicle or glasses for projecting.

The output display does not include, for example, an output of a videoimage that is detected by a camera of the ego vehicle. Instead, theoutput display data are generated by a computing unit, if applicableusing video data from a camera, and the output graphic objects are shownschematically or simplified in comparison to real objects, even if theyhave a high specificity.

The driver information display may furthermore include control objectsor control elements, for example like a graphic user interface. Suchobjects may for example represent adjustable parameters or activatableand deactivatable functions. They are for example designed selectableand/or actuatable, wherein user input is detected in a manner known perse and evaluated with reference to the particular object.

The target trajectory is generated in a manner known per se, for exampleby means of a lane departure warning system. Alternatively or inaddition, other types of assistance systems may be provided, such as anavigation system, or a system for autonomously controlling the egovehicle. For example, the driver assistance system furthermore generatesignals for controlling the ego vehicle in a direction perpendicular tothe driving direction, such as a steering direction of the ego vehicle.

The trajectory object is for example generated such that the targettrajectory for the ego vehicle is depicted. The trajectory designates aspatial path for the movement of the ego vehicle on the road. Thetrajectory object has features which characterize the target trajectory,for example straight or curved sections. The proportions of thetrajectory object are generated so that a physical trajectory on theroad on which the ego vehicle is located is detectable by the driver.For example, the driver may identify positions on the road by using thedriver information display in which the target trajectory deviates fromstraight-ahead driving and curved sections are provided.

For example, the actually planned target trajectory for the ego vehicleis detectable by using the trajectory object. That is, the trajectoryobject not only outputs driving instructions such as an indication of achange in direction, a lane change or change in speed; instead, theactual path to be driven by the ego vehicle is output. This is done forexample by using a lane object that represents a road on which the egovehicle is moving. In doing so, the trajectory object is arranged on theroad object such that positions of the physical road on which the egovehicle is moving may be assigned features of the trajectory object. Forexample by using the depiction, the location at which the trajectoryobject has a curve may be identified, as well as the position and curveof the target trajectory on the physical road that correspond thereto.

In some embodiments, the driver information display comprises a graphiclane object that represents a course of a road lying in front of the egovehicle. The lane object is in generated so that it corresponds to aperspective depiction of the course of the road and comprises a radiusof curvature so that the actual radius of curvature of a curve of thecourse of the road is output. The driver information display thereforepermits a particularly realistic estimation of the driving situation.

The course of the road and for example the actual radius of curvature ofthe curve is detected for example using environment data. For example,map data may include information on the course of the road; furthermore,environment data detected by sensors of the ego vehicle may be used.

The detected course of the road comprises for example information onwhether, and to what extent, a route traveled by the ego vehicle has alateral curvature. The detected data may also relate to other propertiesof the road, such as an inclination of the road in a directionlongitudinal or transverse to the driving direction of the ego vehicle.For example, the data detected on the course of the road includeinformation on the geometric nature of the road. The ego vehicle travelsfor example on a road that may have several lanes. Typically, the egovehicle follows the course of one of the lanes as it is driving, whereina lane change to another lane may be made if desired. The detection ofthe course of the road may include the course of the currently usedlane, or several lanes.

The graphic lane object is for example generated so that it permits theuser, or respectively the driver of the ego vehicle, to bring graphicelements from the driver information display into a spatial relationshipwith the road that actually lies in front of the ego vehicle. The laneobject may relate to the lane currently being used by the ego vehicle.It may furthermore relate to a lane on which the ego vehicle willforeseeably negotiate a curve, for example if, before entering thecurve, a lane change is to be carried out. The lane object mayfurthermore include a plurality of lanes, for example the lane currentlybeing driven on by the ego vehicle, and at least one spatially adjacentlane, for example an adjacent lane for the same driving direction.However, the depiction may also include a personal lane object and atleast one adjacent lane object.

The graphic lane object represents the actual course of the road, forexample such that the user may assign a virtual position within thedriver information display to a physical location on the road located infront of the ego vehicle. The depiction of an ego object that representsthe ego vehicle may be such that an improved orientation of the driverwithin the driver information display, and relative to the depicted laneobject, is achieved. In terms of its detail content, the depiction ofthe lane object is reduced or schematic relative to reality. Forexample, the view of the physical road from the perspective of thedriver of the ego vehicle may be represented mathematically on thegraphic lane object by a transformation.

The driver information display does not include, for example, anydepiction of image data that are detected by a camera. Instead, theinstantiations of the depicted objects are generated by a computingunit.

The graphic lane object comprises for example a perspective view of acurved road, wherein the curvature of the graphic lane objectcorresponds substantially to the radius of curvature detected for thephysical course of the road. The actual course of the road is thereforerepresented very realistically by the graphic lane object. The laneobject is for example generated from a perspective that corresponds to aview from a virtual position just above the ego vehicle.

In some embodiments, the graphic lane object is generated so that itcorresponds to a perspective depiction of a course of a road andincludes a radius of curvature such that an actual radius of curvatureis output. The driver may thereby understand the driving situation veryeasily. For example, the graphic lane object is thereby depicted veryrealistically, or respectively with very relevant features of the actualroad.

The environment data, for example for detecting the course of the road,are for example detected by means of sensors of the ego vehicle, forexample by means of a camera, a lidar sensor, or a radar sensor.Information on the actual environmental conditions in a specific drivingsituation are therefore available. For example, data may be used thatare provided by driver assistance systems which are known per se, forexample by a lane change or overtaking assist. The driver informationdisplay therefore permits a particularly realistic estimation of thedriving situation.

The sensors of the ego vehicle each have a detection area. For example,a radar sensor may detect data at a specific spatial angle and up to aspecific distance from the ego vehicle. The sensors may be directed inthe driving direction, against the driving direction or to the side, andmay detect data in correspondingly arranged detection areas.

In some embodiments, a position of the ego vehicle is determined, andthe environment data are detected by means of map data and by using thedetermined position. This makes it possible to use environment dataincluded in the map data and other information for the driverinformation display.

For example, the map data may include information on a radius ofcurvature of a curve of the course of the road. For example, it mayfurthermore be discerned whether a certain lane is authorized foroncoming traffic, for example on a one lane road or on a highway.

The position of the ego vehicle is detected in a manner known per se,for example by means of a navigation satellite system such as GPS. Themap data are also provided in a manner known per se, for example from amemory unit of a navigation system of the ego vehicle, or from anexternal unit with which at least a temporary datalink exists.

The data link between the ego vehicle and an external unit, for examplean external server, may for example be wireless, for example through alocal network or a larger network, such as the Internet. Furthermore,the link may be established by a telecommunications network such as atelephone network, or a wireless local network (Wi-Fi). Furthermore, thedata link may occur by connecting a data cable. The link may also beestablished by another unit that itself may establish a link to theexternal server. For example, a data link may exist between the egovehicle and a cell phone connected to the Internet, for example by adata cable or a radio connection such as by Bluetooth. For example, thelink with the external server may be established over the Internet.

Methods from the field of communication between vehicles and otherapparatuses (Car2X) may be used. For example, communication with aninfrastructure apparatus (Car2Infrastructure) or another vehicle(Car2Car) may occur.

For example, environment data that are detected by means of a sensor maybe fused with map data in order to add information or check itsplausibility. For example, a very comprehensive database may be obtainedin this manner, and the detected data may be very easily supplementedthereby. Accordingly, for example, it may be determined by using the mapdata whether oncoming traffic is to be expected on a lane, and inanother step, it may be determined by means of sensor data whether infact oncoming traffic is being detected on the lane.

In some embodiments, the driver information display comprises an egoobject which represents the ego vehicle. In doing so, the trajectoryobject extends from the ego object to the road user object.Consequently, a trajectory may be represented very distinctly dependingon a preceding vehicle.

For example, following is performed. This may for example be done if noroad markers could be determined that could be used for transversecontrol of the ego vehicle. In this case, the position of a precedingroad user on the lane is detected, and it is assumed that it is a safelydrivable trajectory for the ego vehicle.

In detecting the additional road user that for example is a precedingvehicle, for example the position of the road user is detected relativeto the ego vehicle such as a transverse offset relative to the egovehicle. By using the detected data, the ego vehicle may be transverselycontrolled so that the trajectory of the ego vehicle follows thetrajectory of the other road user. For control, a target trajectory ofthe ego vehicle is generated, and its movement is controlled along thistarget trajectory.

In some embodiments, a planned lane change by the ego vehicle isdetected, and the target trajectory of the ego vehicle for the lanechange is determined. For example, the target trajectory is determineddepending on whether and how a lane change may be safely performed. Thedriver may thereby very easily detect a safe trajectory for the lanechange.

The planned lane change is for example detected by the driver actuatinga turn signal, or by an output from the driver assistance system. Thenthe driver assistance system analyzes the traffic situation in theenvironment of the ego vehicle and determines the safety of a lanechange. If a safe lane change may be performed, a corresponding targettrajectory is generated and output. The target trajectory is a path onwhich the ego vehicle is to move in order to reach the adjacent lane.

The trajectory object is for example generated so that it outputs theactual trajectory of the ego vehicle to be driven in the driverinformation display. That is, not just an arrow or another graphicelement is output that depicts a general direction of movement from thecurrent to the adjacent lane; instead, the actual trajectory to betraveled on the lane is output in the driver information display.

For example by using map data, it is determined whether the lane changemay be carried out safely. This makes it possible to use informationincluded in the map data on lane change or passing options on a traveledroad.

For example, it may be recognized whether a change of lane is permittedat a position, for example in a region where overtaking is prohibited.Moreover, the map data may comprise information about whether a lanechange may be generally assumed to be safe at a specific position. Forexample, a very comprehensive database may be obtained in this manner,and the detected data may be very easily supplemented thereby. Forexample, the map data may already include information on the radius ofcurvature of the curve of the course of the road.

A lane change is safe when there is no risk of collision with a furtherroad user or a further object; optionally legal restrictions such asprohibited overtaking or a prohibited lane change may be taken intoconsideration. Objects and further road users are detected in anenvironment of the ego vehicle by means of the sensors. For example,road users on the adjacent lane for which a lane change is to beevaluated are relevant.

It is detected whether a different road user is currently located in aregion of the adjacent lane on which the ego vehicle would travel in thecase of a lane change. It is also detected whether a different road userwill be located at a future time in such a region if the ego vehiclewere to travel in this region, if it were to undertake a lane change.This may relate to other road users who currently travel adjacent to theego vehicle, who approach at a greater speed from behind or who travelat reduced speed in the driving direction in front of the ego vehicle.An acceleration of a further road user may also be detected and takeninto consideration.

Alternatively or additionally, the safety of a lane change may bedetermined in a different manner. In this case, different environmentdata may also be detected and different features may be determined usingthe environment data.

In some embodiments, the driver information display comprises a graphicadjacent lane object, that represents the adjacent additional lane andhas a graphic depiction feature which is generated according to whetherthe lane change may be performed safely. The graphic depiction featureof the adjacent lane object can, for example relate to a brightness,color, transparency, a contrast or a pattern. The driver may identify ina particularly simple manner, for example by the depiction of a flatgraphic object, whether a safe lane change is possible.

Alternatively or additionally, other known ways of graphic depiction maybe used and, for example, the highlighting of specific objects in agraphic depiction. For example, dynamic depiction modes may also beused, for example by a parameter of the depiction periodically changing,such as for example by changing the brightness with flashing or pulsingor by a periodic color change.

In some embodiments, a depiction-relevant feature of the additional roaduser is detected, and the road user object assigned to the additionalroad user is generated depending on the depiction-relevant feature. Thedriver may thereby very easily recognize the relationship of objects ofthe driver information display to physical objects in his environment.

The road user object provides a particularly realistic likeness of theadditional road user without a direct output of picture or video datafrom a camera being necessary to accomplish this. Instead, the road userobject is schematically generated, wherein various features and detailsof the visually perceptible appearance may be output.

For example, depiction-relevant features of a road user are suchfeatures that relate to the depiction of the road user and the road userobject representing it per se and not, for example, its arrangementwithin the driver information display. For example, depiction-relevantfeatures are such features that characteristically influence a visualappearance of the additional road user from the outside. When they arereproduced by the road user object in the driver information display,these features therefore make it easier to recognize the road userphysically present in the environment.

In some embodiments, the depiction-relevant feature relates to a color,shape and/or size of the additional road user. The correspondinglydepicted road user object therefore makes it possible for the driver torecognize the additional road user in his environment very easily.

The depiction-relevant feature may furthermore relate to a state of alighting system of the additional road user, such as the state of a rearlight or a turn signal. For example, it does not relate to a distance ora position of the additional road user relative to the ego vehicle.Instead, these features characterize the external appearance of theadditional road user, and the road user object is therefore generatedsuch that it very realistically reproduces the additional road user.

The depiction-relevant feature may for example be detected by sensors ofthe ego vehicle, for example by means of a camera. This allows a sensorthat is typically already available in modern vehicles to be used inorder to detect particularly important features relating to the externalperception of the additional road user. It may for example be veryeasily detected by means of a camera which color the additional roaduser has.

Other sensors of the ego vehicle may for example be a lidar or radarsensor. Information on the actual environmental conditions in a specificdriving situation are therefore available. For example, data may be usedthat are provided by driver assistance systems which are known per se,for example by a lane change or overtaking assistant. The driverinformation display therefore permits a particularly realisticestimation of the driving situation.

The sensors of the ego vehicle each have a detection area. For example,a camera may detect data at a specific spatial angle and up to aspecific distance from the ego vehicle. The sensors may be directed inthe driving direction, against the driving direction or to the side, andmay detect data in correspondingly arranged detection areas.

In some embodiments, a datalink is established between the ego vehicleand the additional road user, and the depiction-relevant feature isdetected by means of the datalink. This allows direct communicationoptions between vehicles to be used very efficiently.

The data link between the ego vehicle and the additional road user mayfor example be wireless, for example through a local network or a largernetwork, such as the Internet. Furthermore, the link may be establishedby a telecommunications network such as a telephone network, or awireless local network (Wi-Fi). Furthermore, the data link may occur byconnecting a data cable. The link may also be established by anotherunit that itself may establish a link to the external server. Forexample, a data link may exist between the ego vehicle and a cell phoneconnected to the Internet, for example by a data cable or a radioconnection such as by Bluetooth. For example, the link with the externalserver may be established over the Internet.

Methods from the field of communication between vehicles and otherapparatuses (Car2X) may be used. For example, communication with aninfrastructure apparatus (Car2Infrastructure) or another vehicle(Car2Car) may occur. The methods or protocols that are used for this maybe configured differently; likewise, various frequency ranges may beused for data transmission.

For example, information on a model name of the additional road user maybe transmitted via such a data link. The road user object may forexample be generated in this manner in that suitable depictions aresearched in a database of various models, and a specific depiction isassigned to the detected model.

The depiction-relevant feature may for example relate to a planneddriving maneuver of the additional road user, wherein the driverinformation display includes a driving maneuver object that is assignedto the road user object. The driver may thereby very easily discern thedriving maneuvers of the additional road user that may be expected. Theplanned driving maneuver relates for example to a change in directionand/or speed of the additional road user.

A planned driving maneuver of the additional road user may for examplebe perceived by using a light signal, for example when it is perceivedthat a turn signal of the additional road user is activated. In such acase, it may be determined that the additional road user is planning alane change or a turning procedure.

Furthermore, a planned driving maneuver may be perceived by means of adatalink, for example when the additional road user thereby communicatesthat a certain driving maneuver is planned.

The driving maneuver object may be configured in different ways. It mayfor example include a graphic object so that it indicates a specificdirection that represents a planned change in direction by theadditional road user. This may for example be an arrow that indicates adirection of the current position of the road user object relative to anadjacent lane. The driving maneuver object may furthermore be configuredso that a planned trajectory of the additional road user is output, forexample from a current to a target position, for example relative to theego vehicle. Furthermore, a planned change in the speed of theadditional road user may be indicated, for example by using an arrowopposite the driving direction, or by a warning object.

In some embodiments, an operating state of the driver assistance systemof the ego vehicle is detected, and an automation level is determinedwith reference to the detected operating state of the driver assistancesystem. The driver information display includes a depiction of theenvironment of the ego vehicle that is generated depending on thedetermined automation level. The driver information display may therebybe adapted very effectively to the current driving situations.

On a higher automation level, the driving of the ego vehicle is assistedto a greater extent by at least partially automated functions of adriver assistance system than is the case with a lower automation level.For example, it may be provided on a first automation level that onlyeither the longitudinal or transverse control of the ego vehicle issupported, whereas support may be offered in both directions on asecond, higher automation level.

For example, a lane object is generated differently depending on theautomation level on which the environment is depicted. The actual radiusof curvature of a curve may be output for example in an expandeddepiction, i.e., on a higher automation level. Contrastingly, with areduced depiction, it may be provided that the lane object is onlydepicted as a straight section, wherein for example positions of otherobjects relative to the ego vehicle are transformed into the lane objectin the reduced depiction.

For example, the driver information display is generated with an egoobject such that it is depicted from the rear in a perspective view. Indoing so, a road section lying in front of the ego vehicle in thedirection of driving may moreover be depicted by means of the roadobject. The virtual line of vision of the driver information display istherefore oriented so that a road section is visible on which the egovehicle is driving. The lane object may for example refer to the lanecurrently being used by the ego vehicle, and alternatively or inaddition represent a course of other lanes. The lane object may forexample be configured as a depiction of a straight road section in frontof the ego vehicle.

For example, depending on the automation level, the road is depictedwith more or less detail. For example, in a first depiction of theenvironment that is assigned to a lower automation level, the laneobject is depicted shorter than on a higher automation level. Incontrast, a greater portion of the course of the road is depicted when ahigher automation level was determined.

Furthermore, the depiction of the environment may be dynamicallyconfigured on a higher automation level so that more characteristics ofthe course of the road currently lying in front of the ego vehicle aredepicted than is the case with a lower automation level. The depictionis for example dynamic so that it is always adapted to the currenttraffic situation in the environment of the ego vehicle. The depictedcharacteristics of the course of the road may for example include acurve, the arrangement of adjacent lanes, or markers. Thesecharacteristics may be included by the lane object depending on whichautomation level was determined. For example, a lane object of a reduceddepiction may only include a road that is depicted as running straight,whereas the curve and if applicable a curve progression are included inan expanded depiction.

For example, on a higher automation level, a road object may be depictedfor a longer road section. Furthermore, adjacent lanes may be depicted,wherein the extent of depiction depends on the automation level. Forexample, adjacent lanes are not displayed at all or only partially whena lower automation level is determined, whereas with greater automation,adjacent lanes are depicted over their entire width.

For example, the road user object is only depicted when an automationlevel for an expanded depiction was determined. That is, with a lowerautomation level, the additional road user is only depicted when itserves as a control object for a driver assistance system. On higherautomation levels, the road user object is contrastingly depictedcontinuously, for example to indicate that the vehicle possesses acomplete environmental model that includes the objects in theenvironment of the ego vehicle.

In some embodiments, environment data are detected, and a demarcationmarker is determined on a lane section lying in front of the egovehicle. A demarcation marker class is determined for the determineddemarcation marker, wherein the driver information display comprises agraphic demarcation object that is generated depending on the determineddemarcation marker class. The driver information display thereforebeneficially allows the driver to be very easily oriented so that he mayassign display elements to directly perceived elements of the trafficsituation.

For example, road markers are detected, assigned to a demarcation markerclass, and correspondingly output in the driver information display as ademarcation object. The demarcation object is for example arranged onthe road object and depicts essential characteristics of the detectedroad markers. Accordingly, for example, continuous and broken lines,double lines and other road markers may be depicted. The depicteddemarcation object also follows, for example, the actual course of theroad, for example in the area of a curve.

In some embodiments, a course of a road lying in front of the egovehicle in the driving direction is detected, including a radius ofcurvature of the curve. Movement data of the ego vehicle are detected,and by using the detected movement data and the detected radius ofcurvature, a criticality is determined. The graphic lane object has ahighlight feature that is generated depending on the determinedcriticality. The driver may therefore perceive quickly and easilywhether and how he must intervene in the controlling of the ego vehiclein order to ensure safe driving.

In some embodiments, the movement data of the ego vehicle include itscurrent speed or a forecast speed upon entering the curve. The outputmay therefore be adapted very precisely to the actual requirement.

The current speed of the ego vehicle may be detected in a manner knownper se by means of sensors of the ego vehicle. Furthermore, it may bedetermined, for example by means of a driver assistance system, whichspeed the ego vehicle will have upon reaching a certain position, forexample when entering the curve. If for example the ego vehicle isalready being braked at the current point in time, the speed at whichthe ego vehicle will foreseeably reach the beginning of the curve isaccordingly determined. Braking may be accomplished for example byactively using a brake device, or the ego vehicle may already bedecelerated by the driver releasing the gas pedal or letting the egovehicle coast.

Furthermore, other movement data may be detected such as an accelerationin a direction along and/or transverse to the driving direction.

In some embodiments, other vehicle parameters are detected, and thecriticality is furthermore determined by using the other vehicleparameters. Since data may also be taken into account beyond themovement data of the ego vehicle, the criticality may beneficially beassessed very precisely.

In addition to the movement data of the ego vehicle, i.e., for examplethe speed, other data may also be detected that influence the safenegotiation of the curve and for example the adhesion between the tiresof the ego vehicle and the road surface. This comprises, for example,data on the type, the composition, the state and the age of the tires ofthe vehicle or chassis adjustments.

The criticality determined in the embodiment quantitatively indicates,for example, the urgency with which a manual intervention by the driveris needed in order to ensure safe driving. For example, it may benecessary to manually adapt the speed of the ego vehicle, and/ormanually apply a certain steering torque. In doing so, a physical modelis used for example in order to determine whether centrifugal forcesarise at a speed and the determined radius of curvature of the curvethat would lead to a departure from the lane, or respectively theplanned trajectory. In doing so, for example additional parameters aretaken into account that for example affect the transmission of forcebetween the road and the vehicle.

Moreover, it may be taken into account that standards and regulationsfor driver assistance systems in the area of transverse control providelimit values for the maximum steering torque to be automaticallyapplied. That is, if required by the radius of a curve and the speed ofthe ego vehicle, the driver must then manually apply additional steeringtorque in order to achieve an overall steering torque above thethreshold value. The criticality therefore depends for example on thesteering torque that must be applied in order to safely negotiate thecurve at the current speed of the ego vehicle. This may be calculated byusing a physical model depending on the radius of curvature of the curveand the speed, as well as if applicable other parameters.

The criticality may furthermore depend on the type of measures to beintroduced. For example, a first value of the criticality may bedetermined if a deceleration of the vehicle must be initiated in orderto drive on the curve with an unchanged level of assistance from adriver assistance system. A second value of the criticality may bedetermined if a steering intervention is needed. Furthermore, a thirdvalue of the criticality may be determined if both a deceleration aswell as a steering intervention must be done manually in order to safelynegotiate the curve.

The highlight feature of the graphic lane object is configured in amanner known per se and may comprise a highlighted depiction for exampleby means of color, brightness, contrast, transparency, saturation orshape which directs the attention of a user to a certain object. Colorsfor highlighting that are typically also used for outputting warningsmay for example be red, yellow and green. In contrast, certain colordepictions may evoke a deemphasized highlight, for example with gray,dark or less strongly saturated coloration. Furthermore, a highlight maybe achieved by means of a depiction of the lane object that changes overtime, for example by a periodic change of the depiction, for example byflashing or pulsing, or by the sudden appearance or disappearance. Achange in the depiction over time may refer to a shape or a one-time orperiodically depicted change in size of the depicted graphic object. Thehighlight feature may also be configured as another graphic object suchas a frame or a border of the lane object.

The form of the highlight feature depends on the determined criticality.For example, with a low criticality, the highlight feature may beconfigured so that it evokes a weak emphasis, for example a depiction ofthe lane object without a border, or a colored design that is configuredto make surrounding graphic objects similar for example in terms ofbrightness, color and contrast. With a higher criticality, a border or afurther highlighted object may be displayed, or the depiction of thelane object may be different from the surrounding graphic objects forhighlighting, for example by a contrast-rich depiction in terms ofbrightness and/or color, or by using a signal color such as yellow orred.

In some embodiments, road surface features are furthermore detected, andthe criticality is furthermore determined by using the detected roadsurface features. The criticality may therefore be determined morereliably not just by using geometric features of the road, but also byusing other relevant features of the road surface.

The road surface features relate for example to parameters that arerelevant to the transmission of force between the vehicle and the roadsurface. For example, wetness, snow, ice, oil, or other contaminants onthe road may cause the adhesion between the tires and the road surfaceto worsen, and a curve must be negotiated at a slower speed.Furthermore, the type of road surface may represent relevant informationin this context.

The road surface features are detected in a manner known per se. Forexample, sensors of the ego vehicle may be used such as a camera, a rainsensor, or a sensor system for measuring the adhesion between the tiresand road surface, or the wheel slip arising on the surface.Alternatively or in addition, user input or data from an externalapparatus may be detected such as weather data for the position of theego vehicle, or respectively the position of the curve. To accomplishthis, data may for example be received via Car2Infrastructure, Car2X orCar2Car communication, wherein a traffic infrastructure, an externalunit and/or another vehicle detect/s data on the road surface featuresand provide said data to the ego vehicle.

A driver information system according to a second exemplary aspect in anego vehicle comprises a detection unit that is configured to detect anadditional road user in a road area lying in front of the ego vehicle.It furthermore comprises a driver assistance system for at leastpartially automatic transverse control of the ego vehicle that isconfigured to generate a target trajectory of the ego vehicle dependingon the additional road user, as well as a control unit that isconfigured to generate and output a driver information display. Thedriver information display comprises a graphic road user object thatrepresents the additional road user. Furthermore, the driver informationdisplay also comprises a trajectory object which represents the targettrajectory of the ego vehicle.

The driver information system is for example designed to implement theabove-described method.

In some embodiments of the driver information system, the display unitcomprises a field-of-vision display for outputting the driverinformation display. The display may therefore be very easily perceivedby the driver. It may furthermore be very easily set in relation to thephysical environment of the ego vehicle.

For example, a head-up display, or a display apparatus that is known perse in the field of so-called augmented reality may be used. For example,glasses are known that project a graphic depiction into the eye of auser so that the graphic depiction appears superimposed on the naturalperception of the eye. In this manner, additional information may beoutput in a particularly perceptible manner.

The invention will now be explained based on further exemplaryembodiments with reference to the drawings.

Specific references to components, process steps, and other elements arenot intended to be limiting. Further, it is understood that like partsbear the same or similar reference numerals when referring to alternateFIGS. It is further noted that the FIGS. are schematic and provided forguidance to the skilled reader and are not necessarily drawn to scale.Rather, the various drawing scales, aspect ratios, and numbers ofcomponents shown in the FIGS. may be purposely distorted to make certainfeatures or relationships easier to understand.

A vehicle with an exemplary embodiment of a driver information system isdescribed with reference to FIG. 1.

An ego vehicle 1 comprises a detection unit 2 which is coupled to acontrol unit 3. Said ego vehicle further comprises a display unit 4 anda driver assistance system 6 which are also coupled to the control unit3. In the exemplary embodiment, the control unit 3 comprises anevaluation unit 5 and is wirelessly coupled by a data connection to anexternal unit 10, in the exemplary embodiment an external server 10. Theego vehicle 1 furthermore comprises a lighting apparatus 7 as well as atrailer hitch 8 that is also coupled to the control unit 3.

The detection unit 2 in the exemplary embodiment is designed in a mannerknown per se and comprises a camera that detects image data in adetection area that extends from the ego vehicle 1 at a certain angle inthe driving direction forward. It furthermore comprises front, lateraland rear radar sensors that detect data in other detection areas aroundthe ego vehicle 1.

The display unit 4 is also designed in a manner known per se and isintegrated in the exemplary embodiment as a display in an instrumentcluster of the ego vehicle 1. In other exemplary embodiments, thedisplay unit 4 comprises a head-up display that is configured so that adisplay is projected into the field of vision of a driver of the egovehicle 1 so that the display is superimposed on the natural perceptionof the driver. In other exemplary embodiments, more additionalapparatuses are provided for outputting displays, such as those knownfrom the field of augmented reality. Alternatively or in addition, thedisplay unit 4 may comprise a central display in the area of a centerconsole of the ego vehicle 1, or another display in the ego vehicle 1.Moreover, the display unit 4 may comprise several displays.

The driver assistance system 6 comprises several driver assistancemodules by means of which the driver of the ego vehicle 1 is assisted invarious ways in the controlling of the ego vehicle 1. These are notspecified further in the exemplary embodiment. Systems are provided forexample for assisting with longitudinal control, for example anassistant for maintaining a given distance from a preceding vehicle, aswell as for maintaining a given speed, as well as for assisting withtransverse control, for example an assistant for maintaining a travellane, for example by using road markers, or by following behind apreceding vehicle. Output may be generated by the driver assistancesystem 6 and for example output by means of the display unit 4, forexample in order to display warnings or recommended driving maneuvers tothe driver. Furthermore, various driver assistance modules may activelyintervene in control devices of the ego vehicle 1.

The lighting apparatus 7 comprises various apparatuses that serve aslighting that is capturable outside of the ego vehicle 1. In theexemplary embodiments, headlamps are included for generating daytimedriving light, low beams, high beams and a parking light. Furthermore,turn signals as well as side marker lights and other signal lights areincluded. Furthermore, taillights, brake lights, retro-reflectors, rearfog lights and backup lights are included that for example are arrangedon the rear of the ego vehicle 1 so that they are visible for trafficapproaching from the rear.

The trailer hitch 8 is designed in a manner known per se and compriseselements that are suitable for coupling to the attached device. This mayfor example be a trailer. Electrical connections are also provided forthis by means of which, for example, a lighting system of a trailer maybe controlled. The trailer hitch in the exemplary embodiment furthermorecomprises sensors that detect a mounted mass as well as, if applicable,traction of a trailer, for example in order to determine the presence ofa trailer as well as, if applicable, its type.

An exemplary embodiment of the method will be explained with referenceto FIG. 2. In doing so, the aforementioned ego vehicle explained withreference to FIG. 1 with an exemplary embodiment of the driverinformation system will be referenced and further specified by thedescription of the method.

An ego vehicle 21 that corresponds in the exemplary embodiment to theego vehicle 1 shown in FIG. 1 drives in a driving direction indicated byan arrow 22 on a road 20 that has two lanes 20 a, 20 b. A traffic sign25 is arranged in the area of the road 20. A preceding vehicle 23 islocated on the same lane 20 b as the ego vehicle 21, whereas an oncomingvehicle 24 is located on the adjacent lane 20 a. The road 20 has acourse with curves, wherein in the exemplary embodiment shown in FIG. 2,the ego vehicle 1 is approaching a right-hand curve followed by aleft-hand curve.

By means of the detection unit 2, the ego vehicle 21 detects the courseof the road lying in front of it in the driving direction. To do this,in the exemplary embodiment, image data are detected by means of thecamera included in the detection unit 2 and evaluated in another step inorder to determine the course of the road. To do this, for example thegeometric configuration of the road 20, or respectively the lane 20 bcurrently being driven on by the ego vehicle 1 is determined.Alternatively or in addition, other sensors of the ego vehicle 1 areprovided for detecting in other exemplary embodiments.

By using the data detected by the detection unit 2, the road markersthat divide the two lanes 20 a, 20 b from each other are also detected.Moreover, additional road markers (not shown in FIG. 2) at the edges ofthe road 20 are detected. Demarcation marker classes are determined forthe road markers, in the present case a “dashed line” and “solid line”,for different areas of the middle line between the lanes 20 a, 20 b, anda “solid line” for the edge markers of the road 20. In other exemplaryembodiments, a road marker of the demarcation marker class “double solidline”, “parallel broken and solid line” or a similar configuration mayalso be determined. In addition, a curb or a transition from the road 20to an adjacent shoulder may be detected as a demarcation marker andcorrespondingly classified.

In addition, in the exemplary embodiment, the current position of theego vehicle 1 is detected and, by using this position, map data areprovided that include information on the course of the road. A fusion ofthe map data as well as the detected sensor data is performed, and theactual course of the road in the driving direction lying in front of theego vehicle 1 is determined.

By means of the detection unit 2, the ego vehicle 21 also detectsweather data. In the exemplary embodiment, a rain sensor as well as thecamera are used for this. Alternatively or in addition, in otherexemplary embodiments, relevant weather data are retrieved from anexternal unit 10 by using the determined position of the ego vehicle 21.Furthermore, data on the weather at the position of the ego vehicle 21provided from an infrastructure or for example by a radio station may bedetected.

The detected weather data include information on rain and snow, both atthe current point in time as well as in the recent past. From this it isinferred whether the road section lying in front of the ego vehicle 21is wet, or has slippery snow. Furthermore, the weather data relate tothe danger of slippery ice. For example, the current temperature of theair or the road surface is taken into account for this; if thetemperature lies below the freezing point or another threshold value, anicy road is assumed. Other types of precipitation such as hail or sleetare also taken into account.

Furthermore, the detection unit detects movement data from the egovehicle 21, for example its current speed and acceleration. In otherexemplary embodiments, a speed and acceleration of the ego vehicle at alater point in time is forecast, for example for a forecast point intime of the entry of the ego vehicle 21 into a curve. In other exemplaryembodiments, furthermore, other data on the ego vehicle 21 are detected,for example on the nature of its tires and adjustments of its chassisthat affect the behavior of the ego vehicle while negotiating a curve.

The evaluation unit 5 determines the radius of curvature of the curvelying in front of the ego vehicle 21 based on the detected course of theroad. In other exemplary embodiments, the radii of curvature of othercurves may also be determined, for example to enable more foresighteddriving. Then, the information on the speed of the ego vehicle 21 andthe radius of curvature of the curve lying in front of the ego vehicle21 are used to determine a value of criticality.

To determine the criticality, the steering torque for the ego vehicle 21needed to negotiate the curve at the current or forecast speed isdetermined, for example by the driver assistance system 6. Thedetermined steering torque is compared with a threshold value that isdefined in the driver assistance system 6 for a maximum steering torquefor automatic assistance in holding the lane 20 b. If this thresholdvalue is exceeded, the driver assistance system 6 cannot interveneautomatically to assist with a sufficiently large steering torque inorder to enable the ego vehicle 21 to safely negotiate the curve. Thatis, the driver of the ego vehicle 21 must intervene in the controllingof the ego vehicle 21 by applying additional steering torque and/orreducing the speed by decelerating the ego vehicle 21.

In other exemplary embodiments, it is determined alternatively or inaddition whether the ego vehicle 1 may physically negotiate the curvesafely at the detected or forecast speed. If it is determined that thisis impossible or is associated with risks, it is defined as a highercriticality. In doing so, for example the physically possibletransmission of force between the tires of the ego vehicle 1 and theroad surface is taken into account. With a higher criticality, forexample braking the ego vehicle 1 or selecting a greater curve radius isnecessary.

In the exemplary embodiment, different driver assistance modules of thedriver assistance system 6 may be activated, wherein different levels ofautomation may also be achieved. The driver may for example select a lowautomation level in which the longitudinal and transverse control of theego vehicle 1 are substantially manual. The driver may add modules thatoutput warnings or recommendations with respect to controlling; thiscorresponds to a low automation level. Moreover, the driver may enablemodules that take over individual tasks of longitudinal and transversecontrol; this corresponds to a higher automation level. Furthermore, thedriver may enable driver assistance modules that automatically supportboth longitudinal control as well as transverse control; thiscorresponds to an even higher automation level. The threshold value forthe steering torque that a driver assistance module for transversecontrol may apply may depend on the specific module or the driverassistance system 6.

While driving, the control unit 3 generates a driver information displaythat is output by the display unit 4. An exemplary embodiment of such adisplay is shown as an example in FIG. 3.

The driver information display comprises an ego object 31 that isconfigured as a perspective view of the ego vehicle 21 from the rearfrom a slightly elevated virtual position so that an area lying in frontof the ego vehicle 21 may also be depicted. The display furthermorecomprises a lane object 30 that is arranged so that the ego object 31 isdisplayed thereupon. The lane object 30 represents the current lane 20 bon the road 20 actually being driven by the ego vehicle 21.

In other exemplary embodiments, other graphic objects are displayed forother and for example adjacent lanes that for example are configuredanalogously to the shown lane object 30.

In the exemplary embodiment, the lane object 30 is bordered by a dashedleft 30 a and a broken right road marker 30 b. The depicted marker typescorrespond to the actual markers on the lane 20 a according to thepreviously determined demarcation marker classes. In other exemplaryembodiments, the road markers may be generated by using other criteria,for example in order to symbolize whether a lane change is permissibleand possible in the direction of a road marker.

The lane object 30 represents the detected course of the physical lane20 b on which the ego vehicle 21 is currently located. A curve locatedin front of the ego vehicle 21 is represented by a curve area 32 of thelane object 30. Its geometric shape is generated so that it reproducesthe actual radius of curvature of the curve in the perspectivedepiction.

The lane object 30 is generated with the curve area 32 depending on thecriticality determined for the curve. In the exemplary embodiment, theroad markers 32 a, 32 b that border the side of the depicted lane in thecurve area 32 are configured so that the driver is notified of anecessary manual intervention. This is done by depicting in a certaincolor, such as red, when the value of the determined criticality exceedsa threshold value. In the exemplary embodiment, the road markers 32 a,32 b in the curve area 32 are then no longer generated so that theyreproduce the actual markers on the lane 20 b; instead, they aredepicted as solid in order to notify the driver of their importance inthe curve.

In other exemplary embodiments, the lane object 30 has other highlightfeatures than the color of the road markers 32 a, 32 b in the curve area32 such as a color of the surface of the depicted lane 32 so that thehighlighting is over a large area. In other exemplary embodiments, otherdepictions may be generated depending on the value of the criticality,for example with other colors that are determined by using thecriticality value and a scale. Furthermore, dynamic depictions may begenerated, for example with flashing objects.

In the exemplary embodiment, the driver information display furthermorecomprises depictions of traffic signs 33 a, 33 b that signal a speedlimit and a prohibition on passing in the area of the curve. Thesetraffic signs 33 a, 33 b may also be displayed in the area of the laneobject 30 so that they appear on its surface, or they may be displayedlike actual traffic signs 25 on the edge of the lane object 30. Thetraffic signs 33 a, 33 b in the exemplary embodiment correspond to anactual traffic sign 25 arranged on the edge of the road 20; in otherexemplary embodiments, traffic signs may however also be generated byusing driving recommendations of the driver assistance system 6, forexample when a certain maximum speed for safely negotiating a curve wasdetermined, or when the area of the curve is assessed as being unsafefor passing.

In other exemplary embodiments, acoustically and/or hapticallyperceptible warning messages may furthermore be output depending on thecriticality. Furthermore, other optical warning messages may also bedisplayed, for example by means of a warning symbol.

In another exemplary embodiment, the driver assistance system 6 isconfigured to determine whether a speed is reached upon entering thecurve that permits safely negotiating the curve. If, despite thehighlighting of the curve section 32 in the driver information display,the driver does not initiate suitable measures, safety measures may beautomatically initiated in order to bring the ego vehicle 1, 21 into asafe state. Accordingly, braking may for example be performed thatbrings the ego vehicle 1, 21 to a safe speed.

In the exemplary embodiment, it is furthermore proposed that the graphicdepiction of the ego vehicle 31 in the driver information display isarranged at a fixed position. The depiction therefore corresponds to aperspective from a fixed point relative to the ego vehicle 21, forexample from a position of the driver, or a position arranged above theego vehicle 21. The depiction is generated so that a movement isdepicted while driving so that other objects that present theenvironment of the ego vehicle 21 move relative to the depicted egoobject 31. It is shown for example that the lane markers 30A, 30B moverelative to the ego object 31, and the arrangement of the lane object 30also changes relative to the ego object 31. For example, the lane object30 changes while negotiating the curve so that its curvature ischangeably depicted, and the lane object 30 again runs completelystraight for example at the exit of the curved area, or respectivelywith a changed detected radius of curvature.

In another exemplary embodiment, further road users are detected andoutput as road user objects on the driver information display. The roaduser objects are displayed relative to the ego object 31 so that thephysical position and speed of the associated road users is discerniblefrom the display. The road user objects are also depicted as rotatedcorresponding to the course of the road so that they for example arevisible obliquely from the side when they are driving on an area of theroad that is curved relative to the orientation of the ego vehicle 21.

In another exemplary embodiment, the display unit 4 comprises a head-updisplay, and at least the lane object 30 of the driver informationdisplay is displayed in this manner. It may for example be displayed sothat it appears to be superimposed on the lane 20 b actually perceivedfrom the position of the driver. The curve area 32 is then highlightedso that the driver may evaluate the criticality in the area lying infront of him and may discern that a manual reduction of speed or anadditional application of steering torque is required to safelynegotiate the curve.

Another exemplary embodiment of a driver information display that isgenerated and output in the method while taking into account weatherdata will be explained below with reference to FIGS. 4A, 4B and 4C. Thedisplay is similar to the display explained above with reference to FIG.3. Only additional features will therefore be explained. Comparableobjects are identified with the same reference numbers.

In this exemplary embodiment, the driver information display furthermorecomprises graphic elements 40 a, 40 b for adjacent lanes. These arepositioned laterally next to the lane object 30 on which the ego object31 is arranged and continue the road to the side in a perspectivedepiction. In the exemplary embodiment, only road markers 30 a, 30 b areshown at the edges of the lane object 30 for the vehicle's own lane 20b. In this case as well, the depicted marker types correspond to theactual markers on the road 20 according to the previously determineddemarcation marker classes.

In the case shown in FIG. 4A, it was detected that the surface of theroad is dry. The driving objects 30, 40 a, 40 b are shown without anystructuring, for example uniformly black or gray.

In the case shown in FIG. 4B, it was detected that the surface of theroad is wet. The graphic objects for depicting one's own lane 30 as wellas the left 30 a and right 30 b adjacent lanes are depicted with apattern that represents raindrops in this example. In other exemplaryembodiments, other forms of structuring may be depicted; furthermore,dynamic depictions such as moving structures in the area of the graphicobjects 30, 40 a, 40 b are also conceivable. In another exemplaryembodiment, other objects are also depicted such as further road userswhose mirror images are depicted on the road depicted as wet with rain.Furthermore, spray may be depicted in the area of road user objects thatmove over the road.

In the case shown in FIG. 4C, it was detected that the road is at leastpartially covered with snow. Analogous to the case shown in FIG. 4B, theobjects for the lanes 30, 30 a, 30 b are depicted structured in thiscase as well, wherein a pattern of a snow surface is shown. In this caseas well, other forms of structuring as well as dynamic depictions areconceivable.

In other exemplary embodiments, the graphic objects for the lanes 30, 40a, 40 b are depicted such that other features of their surface arerepresented. These may be for example contaminants, oil or markers onthe road.

With reference to FIG. 5A to 5D, other displays will be explained thatmay be generated and output with the method taking into accountdifferent types of road markers. In this case as well, the driverinformation system explained with reference to FIG. 1 will be assumed,and the objects will be identified if possible with the referencenumbers already used above.

In the case shown in FIG. 5A, no road markers were recognized on theroad 20. Only the ego object 31 that represents the ego vehicle 21 isdepicted as well as a lane object 30 that is shown as uniformly gray inthe exemplary embodiment. In other exemplary embodiments, otherdepictions are possible; however, the display is such that no objectscomparable with a road marker are displayed. The driver may see fromthis display that the ego vehicle 21 is being driven without orientationfrom recognized road markers so that for example driver assistancesystems for transverse control may only be used restrictedly or not atall.

In the case shown in FIG. 5B, it was recognized that the lane 20 b onwhich the ego vehicle 21 is located is bordered on the left and right bylane markers. These were assigned the demarcation marker classes of“broken road marker”, or respectively “solid road marker”. Furthermore,adjacent lanes were recognized. In addition to the ego object 31 and thelane object 30 that represents the currently used lane 20 b, the driverinformation display also comprises graphic objects for the left 40 a andright 40 b adjacent lanes as well as road markers 30 a, 30 b that aregenerated according to the detected demarcation marker classes andrepresent essential characteristics, i.e., the broken, or respectivelysolid embodiment corresponding to the actual road markers.

In the case shown in FIG. 5C, it was recognized that, different than thecase shown in FIG. 5B, the lane 20 b of the ego vehicle 21 is notbordered by a right lane marker. Instead, a transition from the road toa shoulder area was detected. In contrast to the case shown in FIG. 5B,this is output by the driver information display in that the graphicobject 40 b depicts a shoulder area for the right adjacent lane thatborders the lane object number 30 with the ego object 31.

The case shown in FIG. 5D differs from that in FIG. 5B in that thecurrent lane 20 b of the ego vehicle 21 is bordered on the right by acurb. This is displayed in the driver information display in that agraphic demarcation object 30 b that represents a curb is depicted onthe right next to the lane object 30.

In other exemplary embodiments, road markers may also be guardrails,vegetation or roadside structures, or other demarcation markers andstructures according to the various demarcation marker classes.

With reference to FIG. 6A to 6C, other displays will be explained thatmay be generated and output using the method for a planned lane change.In this case as well, the driver information system explained withreference to FIG. 1 will be assumed, and the objects will be identifiedif possible with the reference numbers already used above.

FIG. 6A to 6C each include an ego object 31 that represents the egovehicle 21. This is displayed statically and always arranged at the sameposition within the driver information display. The movement of the egovehicle 21 is depicted in that the depicted environment moves relativeto the ego object 31 as it appears from the coordinate system of the egovehicle 21. For example, structures of the road move relative to thestatic ego object 31, including curved areas as well as road markers 30a, 30 b, corresponding to the actual proper movement of the ego vehicle21 on the road 20.

The perspective of the display is generated from a position slightlybehind and above the virtual ego object 31. Each display comprises alane object 30 that represents the currently used lane 20 b of the egovehicle 21, as well as adjacent lane objects 40 a, 40 b for adjacentlanes 20 a.

In all cases, a preceding vehicle 23 was also detected that will now berepresented by a road user object 61 which is arranged in the depictionin front of the ego object 31. The depiction is generated such that thedisplayed distance between the ego object 31 and object of theproceeding vehicle 61 represents the actual distance between thevehicles. That is, by using the display, the driver may perceive theactual distance and may for example notice changes.

The further road user is depicted by the virtual road user object 61 sothat essential features of its real appearance relevant to the depictionare reproduced in the display. In this regard, the vehicle type and thecolor of the further road user 23 are detected in the exemplaryembodiment. The detection takes place by a camera of the ego vehicle 1.Alternatively or in addition, in other exemplary embodiments, a datalinkto the additional road user 23 is also established, particularly bymeans of Car2Car communication. The graphic road user object 61 assignedto the preceding road user 23 is then generated so that it correctlyreproduces the depiction of the vehicle type and the color.Alternatively or in addition, in other exemplary embodiments, otherfeatures of the preceding vehicle 23 may also be reproduced in thedepiction of the corresponding graphic road user object 63.

FIG. 6A to 6C furthermore include a horizontal line arranged in front ofthe ego object 31 on the lane object 30 that depicts a set minimumdistance of the ego vehicle 21 from the preceding vehicle 23.

In the case shown in FIG. 6A, it was detected that the current lane 20 bis bordered on the right by a solid line and on the left by a brokenline. The detected road markers were assigned to correspondingdemarcation marker classes, and the demarcation markers are reproducedby depictions of corresponding road markers 30 a, 30 b.

Furthermore, a further road user located at the approximate level of theego vehicle 21 was detected on a lane adjacent on the left. The displaycomprises a corresponding graphic road user object 62 on a left adjacentlane object 40 a that reproduces the real arrangement of the vehicles.In this driving situation, it was determined that the ego vehicle 21cannot safely change to the left adjacent lane. The left adjacent laneobject 40 a is therefore not highlighted but is rather colored a uniformgray.

In the case shown FIG. 6B, an additional road user was also detected onan adjacent lane, but this time on the right adjacent lane, however. Thedriver information display therefore comprises a road user object 63 inthe area of the right adjacent lane object 40 b. It was determined thata lane change to the left adjacent lane may be done safely. The leftadjacent lane object 40 a is therefore highlighted. In this and otherexemplary embodiments, various highlights may be used, for example bymeans of hatching, color, brightness, or by a dynamic effect such asflashing.

In the case shown in FIG. 6C, it was furthermore detected proceedingfrom the case explained above with reference to FIG. 6B, that the driverof the ego vehicle 21 has activated a left blinker. With this, hesignals that he wants to perform a lane change to the left. The egoobject 31 is output in the depiction with a shining flashing light.Since in the depicted driving situation the lane change to the left maybe done safely, an arrow 65 is displayed as a signal object 65 inaddition to the highlighting of the left adjacent lane object 40 a. Thecase is for example configured to be the color green. In other exemplaryembodiments, the color may depend on whether the lane change may be donesafely; if this is not the case, the arrow 65 may for example be coloredred. Furthermore, the signal object 65 may also be configureddifferently, for example like chaser lights or with another symbol.

In the case shown in FIG. 6C, it was furthermore detected that the leftadjacent lane is bordered on the left by a solid line. Moreover, thecurrent lane 20 b of the ego vehicle 21 is bordered on the right by asolid line. These road markers are correspondingly displayed in FIG. 6Cby using demarcation objects 30 a, 30 b, 66.

In other exemplary embodiments, it is detected that the further roaduser 23 is planning a certain driving maneuver. To accomplish this,light signals from a turn signal are evaluated, or information isreceived via a Car2Car link. A driving maneuver object is displayed forthe road user object 61 that signals that the preceding vehicle 23 isfor example planning a lane change.

With reference to FIG. 7A to 7C, other displays will be explained thatmay be generated and output with the method taking into accountimpending oncoming traffic, if applicable. In this case as well, thedriver information system explained with reference to FIG. 1 will beassumed, and the objects will be identified if possible with thereference numbers already used above.

In the case shown in FIG. 7A, no oncoming traffic was detected on thelane of the ego vehicle 21 as well as on the adjacent lanes. In thiscase, the depiction comprises the lane object 30 as well as right andleft bordering adjacent lane objects 40 a, 40 b. Furthermore, an egoobject 31 as well as a preceding vehicle 23 is depicted by a road userobject 61.

In the cases shown in FIGS. 7B and 7C, it was recognized that oncomingtraffic may be anticipated in the lane 20 a arranged on the left in thedriving direction next to the current lane of the ego vehicle 21. Thedepictions differ from the depiction depicted above with reference toFIG. 7A in terms of a graphic oncoming traffic warning object 71, 72that is arranged on the adjacent lane object 40 a. The depiction is forexample like a road marker placed on a road surface.

In the exemplary embodiment, the oncoming traffic warning object 71, 72moves with the ego object 31. In other exemplary embodiments, theoncoming traffic warning object 71, 72 in the coordinate system of thedepicted road surface may be static so that the ego object 31 appears tomove past the oncoming traffic warning object 71, 72. In this case, theoncoming traffic warning object 71, 72 may repeatedly appear in multipleexecutions, for example in periodic intervals as long as oncomingtraffic on the adjacent lane 20 a is to be anticipated.

Alternatively or in addition, in other exemplary embodiments, anoncoming road user object is depicted in the area of a lane object whenit was determined that oncoming traffic is to be anticipated on thelane. The oncoming road user object may be configured so that it depictsan actual oncoming road user. It may furthermore be displayed even if nofurther road user was detected in order to warn the driver of thepotential occurrence of oncoming traffic. The depiction of the oncomingroad user object may differ if it represents an actually detected roaduser, or if it is only being displayed as a warning.

With respect to FIG. 8A to 8C, various depictions of the ego object inthe driver information display will be explained that may be generatedand output by the method. In this case as well, the driver informationsystem explained with reference to FIG. 1 will be assumed, and theobjects will be identified if possible with the reference numbersalready used above.

In the exemplary embodiment, states of the lighting system 7 of the egovehicle 1 are detected, and the depiction of the ego object 31 in thedriver information display is generated so that it reproduces the statesof various elements of the lighting apparatus 7. For example, rearlights and headlamps may be displayed illuminated or unilluminatedcorresponding to the detected states.

The ego object 31 comprises a depiction of the ego vehicle 1 from aperspective from the rear in the driving direction so that the vehicle'srear is visible. In the FIGS., only one section is always shown that forexample shows the essential elements of the lighting system 7 of the egovehicle visible from this perspective.

In the case shown in FIG. 8A, turn signals 80 on both sides are depictedhighlighted, for example by an increased brightness and a yellow color.This is for example the case if a hazard flasher is activated. Thedepiction is dynamically generated in the exemplary embodiment so that aperiodically recurring switching on and switching off of the turnsignals 80 is output, for example just as is actually done by thelighting apparatus 7 of the ego vehicle 1.

In other exemplary embodiments, an activation of an individual turnsignal 80 is depicted, for example with a flashing light.

In the case shown in FIG. 8B, lights of a brake light 81 are depictedhighlighted, for example by an increased brightness and a red color.Analogous to this, in the case shown in FIG. 8C, the rear lights 82 aredepicted highlighted, in this case by an increased brightness and awhite color.

Analogous to this, other lights may be depicted in other exemplaryembodiments, for example a rear fog lamp or a marker light. Furthermore,various combinations of lights may be depicted highlighted. In anotherexemplary embodiment, an actual illumination is furthermore detected,wherein malfunctions are also detected, for example. The depiction maythen be adapted to the actually detected illumination.

In other exemplary embodiments, an operating state of a forward-directedheadlamp of the ego vehicle is detected such as low beams, high beams, aparking light, fog lamp, a daytime driving light or a wide beam. Forexample, a brightness, color, headlamp range and/or intensitydistribution is detected. The ego object is generated by using thedetected operating state analogously to the depictions explained above.

Furthermore, the depiction may include other graphic objects in anenvironment of the ego object 31, and these are generated for exampledepending on the detected operating state of the lighting apparatus. Forexample, a lane object 30 is depicted with a certain texture and/orbrightness distribution, wherein the light distribution on the road 20generated by the lighting apparatus 7 is depicted for example in thearea in front of the ego vehicle 21. Further road users may also bedepicted depending on if and how they are illuminated by the lightingapparatus 7. The depiction is generated such that a headlamp range and awidth of light distribution is perceptible from the depiction, whereinfor example the headlamp range and/or intensity depends on an anglerelative to the driving direction of the ego vehicle 21.

In doing so, an actual illumination of physical objects may be detectedby sensors of the detection unit 2, and/or a physical model may be usedin order to determine the illumination of objects by the lightingapparatus 7. For example, the influence of the lighting system on theappearance of the environment may be reproduced very realistically.

With reference to FIG. 9, an exemplary embodiment of a driverinformation display with a trailer object generated by using the methodwill be explained. In this case as well, the driver information systemexplained with reference to FIG. 1 will be assumed, and the objects willbe identified if possible with the reference numbers already used above.

In the exemplary embodiment, an operating state of the trailer hitch 8of the ego vehicle 1 is detected. If it is detected that a device ismounted on the trailer hitch, then the ego object 31 is generated incombination with a graphic trailer object 90.

The display is such that the ego object 31 with the graphic trailerdepiction is displayed in a perspective from the rear such that a roadsection of the road object 30 lying in front of the ego object 31 in thedepiction is visible.

The trailer depiction may differ depending on the type of trailerobject, for example in terms of its size, shape and color. For example,a schematically simplified image of the real trailer object isreproduced by the graphic trailer depiction.

In the exemplary embodiment, the driver information display furthermorecomprises a road user object 61 that represents a preceding vehicle 23,a lane object 30 that represents the current lane 20 b of the egovehicle 1, as well as adjacent lane objects 40 a, 40 b for adjacentlanes 20 a. Moreover, the road markers are reproduced by means ofdemarcation marker objects 30 a, 30 b.

With reference to FIGS. 10A and 10B, exemplary embodiments of driverinformation displays for various automation levels will be explained.The above explained exemplary embodiments will be assumed.

The driver information displays include other information elements knownper se in addition to environmental depictions. These include, forexample, elements for outputting a current speed, a current gear,consumption, or played music titles. Furthermore, driving instructionsof a navigation system are output.

In the case in FIG. 10A, it was detected that the driver assistancesystem 6 is operating on a low automation level. A reduced depiction ofthe environment is therefore output. In the exemplary embodiment, alongitudinal control of the ego vehicle 1 is activated in which thedriving speed is controlled so that a certain minimum distance from thepreceding road users is maintained and passing on the right is avoided.In other exemplary embodiments, driver assistance modules are activatedso that the transverse control of the ego vehicle 1 is supported insteadof the longitudinal control. In doing so, the reduced environmentaldepiction is output for an automation level in which control issupported either in the longitudinal or transverse direction.

The driver information display in FIG. 10A comprises a depiction of theenvironment with an ego object 101 a for the ego vehicle 1, a road userobject 102 for a preceding vehicle, as well as an additional road userobject 103 for another vehicle on a left adjacent lane 20 a. The currentlane 20 b on which the ego vehicle 1 is located is bordered on the leftand right by road markers 106 a, 106 b. At a certain distance in frontof the ego object 101 a, a distance object 105 is depicted thatrepresents a set safe distance from the preceding road users.

The ego object 101 a is depicted in this case such that it is not fullyperceptible. The depicted perspective extends from a virtual point aboveand to the rear of the ego vehicle 1 so that part of the ego vehicle 1as well as a part of the preceding road is depicted. After the lanes isonly implied and not shown in the full width.

In the driver information display, the road user object 102 for thepreceding vehicle is displayed as a control object for speed anddistance control. Furthermore, the additional road user object 103 forthe vehicle on the left adjacent lane is displayed as a control objectfor preventing passing on the right. Additional road users are notoutput in this case if they do not have any direct relevance for theautomatic control of driving.

The road section depicted in front of the ego object 101 a is outputwith a straight course.

In the case shown in FIG. 10B, the driver information display isdistinguished from the case in FIG. 10A explained above in terms of thedepiction of the environment. It was detected that the driver assistancesystem 6 is being operated with a higher automation level, wherein thereis active automated intervention both in the longitudinal control aswell as the transverse control of the ego vehicle 1. An expandeddepiction is therefore displayed.

The environmental depiction comprises a larger area of the environment;for example, the left and right adjacent lanes are depicted in theirfull width. Furthermore, an additional road user object 104 is depictedthat represents an additional road user but does not serve as a controlobject for the driver information system 6. That is, the driverinformation display also comprises such road users that are not directlyused for the automated support of driving by means of the driverassistance system 6. The road markers 107 a, 107 b depicted in thedriver information display are displayed broken, or respectively solid,in this case.

The course of the road displayed in front of the ego object 101 bdepicts a curved road, wherein the curvature corresponds to an actualcourse of the road that is determined by means of sensors of the egovehicle 1 and by using map data. In the expanded depiction, the outputis dynamic, i.e., a movement of the road relative to the staticallydepicted ego object 101 b is depicted, wherein the curvature may alsochange corresponding to the actual conditions.

In one exemplary embodiment, an animated transition between the reducedview in FIG. 10A and the expanded view in FIG. 10B is depicted afteruser input to change between different automation levels has beendetected. In this case, there is a switch from a lower to a higherautomation level. For example, the switch between automation levels iscarried out by actuating a button on the steering wheel, or a brakepedal.

In the animated transition, the perspective of the depiction is shiftedso that the ego object 101 a appears to move forward so that a largerportion of the depiction of the ego vehicle 1 is visible. Upon reachingthe expanded depiction in FIG. 10B, the ego object 101 b is depictedfully in a rear view. At the same time as the shift in perspective,other objects in the environment are also depicted, i.e., the radius ormaximum distance to other depicted objects is increased along with thenumber of the other objects.

With reference to FIG. 11A to 11D, exemplary embodiments of driverinformation displays with unclassified and classified additional roadusers will be explained. In doing so, the above explained exemplaryembodiments will also be assumed.

In the cases in FIG. 11A and FIG. 11B, an expanded depiction of theenvironment comprises a rear view of an ego object 111 that representsthe ego vehicle 1, a road user object 112 for a preceding vehicle, aswell as an additional road user object 114 for another vehicle that islocated on the right side in front of the ego vehicle 1. The additionalroad users were detected and assigned to a specific road user class,wherein they were identified as passenger cars in the present case. Theyare depicted so that the driver may see from the driver informationdisplay that they are all passenger cars.

In other exemplary embodiments, other characteristics of the additionalroad users are detected such as their color, the vehicle type or a stateof a lighting system. The road user objects 112, 114 are depicteddepending on the detected characteristics so that there is a moredetailed depiction of the road users that is closer to reality.

The depiction furthermore comprises a generic road user object 113 a,113 b that represents an additional road user to the left next to theego vehicle 1. This additional road user was not precisely identifiedand could only be assigned to a generic road user class. The exemplaryembodiment is a passing road user, wherein only its position relative tothe ego vehicle 1 was detected by means of radar sensors in the rear andside area of the ego vehicle 1; however, no data from a camera of theego vehicle 1 could be detected that would permit a more precisecategorization and assignment to a specific road user class.

In the case shown in FIG. 11A, the generic road user object 113 a isdepicted as a block with rounded edges, or as a similarthree-dimensional shape. In the case shown in FIG. 11B, the generic roaduser object 113 b is depicted as a hatched area. The generic road userobject 113 a, 113 b is depicted such that the position of the assignedroad user relative to the ego vehicle 1 is perceptible.

In another exemplary embodiment, the generic road user object 113 a, 113b has a linear extension in the driving direction. Since typically thelength of an additional road user that is approaching the ego vehicle 1from behind is not detected by sensors of the ego vehicle 1, the genericroad user object 113 a, 113 b is depicted with a growing linearextension while it is passing the ego vehicle 1. That is, in thedepiction, the generic road user object 113 a, 113 b grows in lengthduring the passing process until it is detected that the end of theadditional road user has been reached.

When the passing road user to which the generic road user object 113 a,113 b in FIGS. 11A and 11B is assigned has passed the ego vehicle 1enough for it to enter into the detection area of a camera detecting thefront area in front of the ego vehicle 1, it is assigned to a specificroad user class. That is, it is for example recognized that it is apassenger car of a certain type in a certain color.

In the case shown in FIG. 11C, such a classification was made for anadditional road user on the left adjacent lane, and a specific road userobject 113 c is depicted at its position that has characteristics of theactual appearance of the additional road user. A view of the additionalroad user is depicted corresponding to the assigned road user class.

In a transition from one of the depictions in FIG. 11A or 11B to thedepiction in FIG. 11C, a change from a generic road user object 113 a,113 b to the specific road user object 113 c is graphically depicted ina manner known per se, for example by cross-fading, morphing, thepiecemeal or complete replacement of the depicted elements, or by thespecific road user object 113 c “growing” from a generic road userobject 113 a, 113 b.

The method in which the above-explained displays are generated will beexplained in greater detail with reference to FIG. 11D by using aspecific traffic situation.

An ego vehicle 116 is moving along a lane in a driving direction 115that is indicated by an arrow 115. Furthermore, an additional road user117 is also moving in the driving direction 115 on an adjacent lane andis approaching the ego vehicle 116 from the rear.

The ego vehicle 115 comprises sensors that each have a detection area118, 119, i.e., a rear detection area 118 that extends into the areabehind the rear of the ego vehicle 115, and a front detection area 119that extends into the area ahead of the front of the ego vehicle 115.

In the driving situation shown in FIG. 11D, the additional road user 117is in the process of passing the ego vehicle 116, i.e., it is moving ata greater speed and is in the process of driving out of the reardetection area 118 and into the front detection area 119.

In the exemplary embodiment, data are detected by a radar sensor in therear detection area 118. These data make it possible to detect theadditional road user 117, and to detect its position and its distancerelative to the ego vehicle 116, as well as detect its relative speed.Furthermore, in the exemplary embodiment, image data are detected by acamera in the front detection area 119. These data also make it possibleto detect the additional road user 117, and to detect its position andits distance relative to the ego vehicle 116; furthermore, its relativespeed may be determined.

By using the image data detected in the front detection area 119, thevehicle type may moreover be determined. For example, after theadditional road user 117 has been detected in the front detection area119, the color of the vehicle, the vehicle class as well as manufacturerand model are determined.

In the exemplary embodiment, when the additional road user 117 is beingdetected in the rear detection area 118, a generic road user class isdetermined. In the example, this comprises all vehicles. After the entryof the additional road user 117 into the front detection area 119, aspecific road user class is determined that for example comprises allpassenger cars or all compact vehicles of a particular brand.

In the exemplary embodiment, a depiction shown in FIGS. 11A and 11B isgenerated as long as the additional road user 117 was only detected bythe radar sensor with the rear detection area 118. If the additionalroad user 117 enters the front detection area 119 of the camera, ananimated transition to the depiction in FIG. 11C is output. A morphingmethod known per se is used for this in order to depict an animatedchange from the generic road user object 113 a, 113 b to the specificroad user object 113 c.

With reference to FIGS. 12A and 12B, exemplary embodiments of driverinformation displays while the ego vehicle is following will beexplained. In doing so, the above explained exemplary embodiments willalso be assumed.

The depicted displays are generated when a preceding additional roaduser 23 is detected on a road section lying in front of the ego vehicle1 in the driving direction. In the displays, the traveled lane isdepicted as a lane object 30. The displays furthermore include an egoobject 121 that represents the ego vehicle 1, as well as a road userobject 120 that represents the preceding vehicle 23. The depicteddistance between the ego object 121 and the road user object 120 isgenerated according to a detected actual distance between the egovehicle 1 and the preceding vehicle 23, i.e., the quantitative value ofthe distance is discernible from the displays. The arrangement of thegeographic objects 120, 121 to each other and relative to the graphicdepiction of the lane corresponds to the physical situation.

The driver assistance system 6 is activated by a driver assistancemodule that partially intervenes automatically in the transverse controlof the ego vehicle 1. For example, an intervention in the steeringoccurs in this case by applying torque to the steering in order to keepthe ego vehicle 1 on the lane.

In the exemplary embodiment, no road markers were detected on the edgesof the currently driven lane. Since orientation using the road markersis impossible, driving while following is performed in which a targettrajectory of the ego vehicle 1 is controlled for example with respectto the transverse position of the ego vehicle 1 on the traveled lane.The transverse position relates to the position in a directiontransverse to the driving direction. That is, the target trajectory ofthe ego vehicle 1 is generated so that it follows a detected trajectoryof the preceding vehicle 23.

The target trajectory of the ego vehicle 1 is output by means of atrajectory object 122 a, 122 b that extends from the ego object 121 tothe road user object 120 in the exemplary embodiment. In the case shownin FIG. 12A, the trajectory object 122 a is depicted as a wide line withhighlighted edges. In the case shown in FIG. 12B, the trajectory object122 b is contrastingly depicted as a narrower line. Other forms ofdepiction are also conceivable.

In other exemplary embodiments, an intention to perform a lane changewith the ego vehicle 1 is recognized. For example, it is detected thatthe driver has actuated an indicator, or that an automated lane changeis to be initiated. In this case, a driver assistance module may useenvironment data to check whether the lane change may be safelyperformed. For example, the positions of additional road users areanalyzed in this case, and the lane change is considered safely feasibleif there is no collision hazard. The target trajectory is then generatedso that it guides the ego vehicle onto the adjacent lane. The trajectoryobject 122 a, 122 b, analogously to the cases shown in FIGS. 12A and12B, may lead from a virtual front of the ego object 121 to the adjacentlane.

With reference to FIG. 13A to 13D, exemplary embodiments of driverinformation displays while setting a control distance will be explained.In doing so, the above explained exemplary embodiments will also beassumed.

In the cases shown in FIGS. 13A and 13B, a lane object 30 is depictedthat represents the road on which the ego vehicle 1 is moving. This laneobject is bordered on the right 30 b and left 30 a by road markers onthe edges of the current lane of the ego vehicle 1. The displayfurthermore comprises an ego object 131 that represents the ego vehicle1. Moreover, additional road users 132, 133, 134 are depicted, forexample a preceding vehicle 132 as well as additional road users 133,134 on adjacent lanes.

In the driving direction at a certain distance in front of the egoobject 131, a distance object 135 formed as a line transverse to thedriving direction is depicted substantially over the width of thecurrent lane of the ego vehicle 131. By using the distance between theego object 131 and the distance object 135, this shows a safety distancebetween the ego vehicle 1 and a preceding additional road user that ismaintained by the driver assistance system 6 of the ego vehicle 1intervening at least partially automatically in the control of thevehicle.

The driving situations in which the depictions in FIGS. 13A and 13B aregenerated differ in that the ego vehicle 1 moves at a slower speed inthe case of FIG. 13A than in the case in FIG. 13B. That is, the safedistance to be maintained from a preceding additional road user isgreater in the case of FIG. 13B than in FIG. 13A. Correspondingly, theroad user object 132 for the preceding additional road user is depictedat a greater distance from the ego object 131, and the distance object135 is also depicted at a greater distance from the ego object 131.

In the exemplary embodiment, the safe distance to be maintained by thedriver assistance system 6 is set by a parameter to which a certain timeinterval is assigned. The length of the safe distance is determineddepending on this time interval and the current speed of the ego vehicle1. In this case, for example the formula s=v*t is used, wherein sidentifies the length of the safe distance, v identifies the currentspeed of the ego vehicle 1, and t identifies the time interval specifiedby the parameter.

In the cases in FIGS. 13C and 13D, an actuation of an adjustment elementin the ego vehicle 1 was detected. This is for example included in thedetection unit 2 or is coupled thereto. In the exemplary embodiment, itis a pushbutton switch; alternatively or additionally, another entrydevice may also be provided such as a dial or slider. The adjustedparameter of the driver assistance system 6 is changed by thisactuation.

This change causes the position of the distance object 135 to changerelative to the ego object 131. Since a stepwise adjustment of theparameter is provided in the exemplary embodiment, the distance object135 jumps one step forward or back upon the actuation, i.e., to agreater or smaller distance relative to the ego object 131 in thedepiction.

The depiction in FIGS. 13C and 13D furthermore comprises a distanceadjustment object 136 by means of which the driver may perceive thepotentially adjustable values of the parameter. In the exemplaryembodiment, lines that contrast in color from the distance object 135,or substantially rectangular areas, are depicted on the lane object andform a distance scale object 136. The distance object 135 functions as adistance indicator object 135 that shows the actually adjusted value ofthe parameter using the distance scale object 136. The driver maythereby recognize whether the adjusted value of the parametercorresponds for example to the minimum or maximum adjustable value, orrespectively where the adjusted value is located between these values.

The depictions in FIGS. 13C and 13D in turn differ by the speed of theego vehicle 1, which is greater in the case of FIG. 13D than in the caseof FIG. 13C. As already explained above with reference to FIGS. 13A and13B, the safe distance with the different values of the parametercorresponds to different lengths depending on the speed. Thisproportionality affects the depiction of the distance adjustment object135 to a similar extent as the arrangement of the distance object 135.In the exemplary embodiment, the depiction of the distance adjustmentobject 136 at a higher speed is elongated in the driving direction.

In other exemplary embodiments, the value of the parameter is infinitelyadjustable or adjustable with a larger number of steps. The distanceadjustment object 136 may be generated in another way, for example witha color scale or another scale by means of a graphic depiction featurethat varies along the linear extension in the driving direction.

LIST OF REFERENCE NUMERALS

-   1 Ego vehicle-   2 Detection unit; sensor-   3 Control unit-   4 Display unit-   5 Evaluation unit-   6 Driver assistance system-   7 Lighting apparatus-   8 Trailer device-   10 External unit; external server-   20 Roadway-   20 a Lane-   20 b Lane-   20 c Road marker-   21 Ego vehicle-   22 Arrow-   23 Preceding vehicle-   24 Oncoming vehicle-   25 Traffic sign-   30 Lane object-   30 a, 30 b Road marker (depiction)-   31 Ego vehicle (depiction)-   32 Curve area (depiction)-   32 a, 32 b Road marker in curve area (depiction)-   33 a, 30 b Traffic sign (depiction)-   40 a, 40 b Adjacent lane (depiction)-   61 Road user object, preceding vehicle (depiction)-   62, 63 Road user object, vehicle on adjacent lane (depiction)-   65 Signal object, arrow-   71, 72 Oncoming traffic warning object-   80 Turn signal-   81 Brake light-   82 Rear light-   90 Trailer object (depiction)-   101 a, 101 b Ego object-   102 Road user object; preceding vehicle-   103, 104 Road user object-   105 Distance object-   106 a, 106 b, 107 a, 107 b Road marker (depiction)-   111 Ego object-   112 Road user object; preceding vehicle-   113 a, 113 b Generic road user object-   113C Specific road user object-   114 Road user object-   115 Arrow; driving direction-   116 Ego vehicle-   117 Additional road user-   118 Rear detection area-   119 Front detection area-   120 Road user object; preceding vehicle-   121 Ego object-   122 a, 122 b Trajectory object-   131 Ego object-   132 Road user object; preceding vehicle-   133, 134 Road user object-   135 Distance object; distance indicator object-   136 Distance adjustment object; distance scale object

The invention has been described in the preceding using variousexemplary embodiments. Other variations to the disclosed embodiments maybe understood and effected by those skilled in the art in practicing theclaimed invention, from a study of the drawings, the disclosure, and theappended claims. In the claims, the word “comprising” does not excludeother elements or steps, and the indefinite article “a” or “an” does notexclude a plurality. A single processor, module or other unit or devicemay fulfil the functions of several items recited in the claims.

The term “exemplary” used throughout the specification means “serving asan example, instance, or exemplification” and does not mean “preferred”or “having advantages” over other embodiments.

The mere fact that certain measures are recited in mutually differentdependent claims or embodiments does not indicate that a combination ofthese measures cannot be used to advantage. Any reference signs in theclaims should not be construed as limiting the scope.

What is claimed is:
 1. A method for operating a driver informationsystem in an ego vehicle, comprising: detecting an additional road userin a road area lying in front of the ego vehicle; generating a targettrajectory for the ego vehicle by a driver assistance system for atleast partially automatic transverse control of the ego vehicledepending on the additional road user; and generating and outputting adriver information display; wherein the driver information displaycomprises a graphic road user object that represents the additional roaduser; and the driver information display furthermore comprises atrajectory object which represents the target trajectory of the egovehicle.
 2. The method of claim 1, wherein the driver informationdisplay comprises a graphic lane object which represents a course of aroad lying in front of the ego vehicle; wherein the lane object isformed such that it corresponds to a perspective depiction of the roadpath and comprises a radius of curvature such that the actual radius ofcurvature of a curve of the road path is output.
 3. The method of claim1, wherein the driver information display comprises an ego object whichrepresents the ego vehicle; and the trajectory object extends from theego object to the road user object.
 4. The method of claim 1,comprising: detecting a planned lane change of the ego vehicle; anddetermining the target trajectory of the ego vehicle for the lane changeis determined.
 5. The method of claim 1, comprising: detecting adepiction-relevant feature of the additional road user; and generatingthe road user object assigned to the additional road user depending onthe depiction-relevant feature.
 6. The method of claim 5, comprising:establishing a datalink between the ego vehicle and the additional roaduser; and acquiring the depiction-relevant feature by means of thedatalink.
 7. The method of claim 1, comprising: detecting an operatingstate of the driver assistance system of the ego vehicle; anddetermining an automation level with reference to the detected operatingstate of the driver assistance system; wherein the driver informationdisplay includes a depiction of the environment of the ego vehicle thatis generated depending on the determined automation level.
 8. The methodof claim 1, comprising: detecting a course of a road lying in front ofthe ego vehicle in the driving direction, including a radius ofcurvature of the curve; detecting movement data of the ego vehicle;detecting a criticality by using the detected movement data and thedetected radius of curvature; and generating a highlight feature of thegraphic lane object depending on the determined criticality.
 9. A driverinformation system in an ego vehicle, with a detector that is configuredto detect an additional road user in a road area lying in front of theego vehicle; a driver assistance system for an at least partiallyautomatic transverse control of the ego vehicle that is configured togenerate a target trajectory of the ego vehicle depending on theadditional road user; and a control circuit that is configured togenerate and output a driver information display; wherein the driverinformation display comprises a graphic road user object that representsthe additional road user; and the driver information display furthermorecomprises a trajectory object which represents the target trajectory ofthe ego vehicle.
 10. The driver information system of claim 9,comprising a display with a field-of-vision display for outputting thedriver information display.
 11. The method of claim 2, wherein thedriver information display comprises an ego object which represents theego vehicle; and the trajectory object extends from the ego object tothe road user object.
 12. The method of claim 2, further comprising:detecting a planned lane change of the ego vehicle; and determining thetarget trajectory of the ego vehicle for the lane change is determined.13. The method of claim 3, further comprising: detecting a planned lanechange of the ego vehicle; and determining the target trajectory of theego vehicle for the lane change is determined.
 14. The method of claim2, comprising: detecting a depiction-relevant feature of the additionalroad user; and generating the road user object assigned to theadditional road user depending on the depiction-relevant feature. 15.The method of claim 3, comprising: detecting a depiction-relevantfeature of the additional road user; and generating the road user objectassigned to the additional road user depending on the depiction-relevantfeature.
 16. The method of claim 4, comprising: detecting adepiction-relevant feature of the additional road user; and generatingthe road user object assigned to the additional road user depending onthe depiction-relevant feature.
 17. The method of claim 14, comprising:establishing a datalink between the ego vehicle and the additional roaduser; and acquiring the depiction-relevant feature by means of thedatalink.
 18. The method of claim 15, comprising: establishing adatalink between the ego vehicle and the additional road user; andacquiring the depiction-relevant feature by means of the datalink. 19.The method of claim 16, comprising: establishing a datalink between theego vehicle and the additional road user; and acquiring thedepiction-relevant feature by means of the datalink.
 20. The method ofclaim 2, comprising: detecting an operating state of the driverassistance system of the ego vehicle; and determining an automationlevel with reference to the detected operating state of the driverassistance system; wherein the driver information display includes adepiction of the environment of the ego vehicle that is generateddepending on the determined automation level.